Power transmission system

ABSTRACT

An adjustable speed transmission according to the present invention comprises a variable speed pulley drive system and a multiple speed gear drive system. The pulley system and gear system are combined with a reversible gear system to provide a speed transmission system which is variable over a wide range of speeds while utilizing a conventional belt type speed pulley system.

FIELD OF THE INVENTION

The present invention relates to a power transmission system, and morespecifically, to an adjustable speed transmission for automobiles,construction equipment, agricultural equipment, ships and the like.

BACKGROUND OF THE INVENTION

Automatic transmissions have been utilized for various drive systems,such as in automobiles to allow for ease in driving. The demand for suchan automatic transmission has been accordingly increasing from year toyear. Conventional automatic transmissions utilize fluid torqueconverter systems. However, such a system is disadvantageous in manyrespects such as poor power transmission efficiency and complicatedconstruction which leads to higher production costs. More recently,planetary gear type automatic transmissions have been utilized toeliminate some of the above-noted disadvantages.

In conventional belt type power transmission it has been desirable toobtain a broad speed range by use of a belt transmission system onlywithout requiring the use of any subtransmission consisting of aplanetary gear transmission or gear transmission unit. However, thenecessary range of engine speed is generally as large as 1000 RPM to6000 RPM, with a large load torque. In order for a belt to permit alarge torque to be produced by an automobile engine, while the engine isrunning, it is necessary to increase the minimum effective pitchdiameter of the V-belt to enable adequate performance.

When an automobile engine is running at high speed, the effectivediameter of a speed change belt for the V-belt transmission system ismaximized. Therefore, in proportion to the increase of speed range, themaximum effective pitch of the speed change pulley on the drive sidemust be increased by the amount of transmission ratio with respect tothe allowable minimum effective pitch diameter of the belt when thetorque on the belt is at its highest. As a result, the circumferentialspeed of the belts becomes extremely high when the engine speed is veryhigh, and the centrifugal force caused by such a large circumferentialspeed prevents the belt from transmitting power effectively.

The present invention has been developed to overcome the above-describedproblems with prior power transmission systems.

SUMMARY OF THE INVENTION

In accordance with the present invention, an adjustable speedtransmission is provided which utilizes a speed pulley mechanism and aspeed gear mechanism to control speed over a broad range.

Broadly, there is disclosed herein a novel adjustable speed transmissionhaving a variable speed pulley input drive mechanism and a multiplespeed gear drive output mechanism. A selectively engageable clutch hasan input portion driven by the input drive mechanism and an outputportion. A reversible gear means is driven by the clutch output portionfor selectively driving the multiple speed gear drive output mechanismeither directly from the variable speed pulley input drive mechanism orreversely from the variable speed pulley input drive mechanism.

The input drive mechanism includes a driver pulley and a driven pulleyand belt together comprising an adjustable speed pulley. The input drivemechanism includes a driven output shaft integral with the driverpulley, with the input portion of the clutch being rotatably fixed tothe driven output shaft. The output portion of the clutch includes acylindrical intermediate shaft rotatable concentrically about the drivenshaft. A driver portion for the reversible gear means is rotatable withsaid intermediate cylindrical shaft.

The reversible gear means includes a first gear continuously meshed withthe multiple speed gear drive output mechanism, a second gear, and meansfor causing the second gear to selectively guide the first gear fordriving the output mechanism in a first rotational direction or to drivesaid output mechanism directly for driving the output mechanism in asecond rotational direction opposite to the first rotational direction.

The friction clutch has an input side clutch member comprising acylindrical member having a terraced surface and mounted concentricallyon and integrally with the driven shaft, a sliding member forming apressure chamber inside the cylindrical member and slidably housed inthe cylindrical member. An output side clutch member comprises asupporting member having a terraced surface which is mounted opposite tothe input side clutch member on the driven shaft through bearings so asto be rotatable and integral with respective shafts in the axialdirection. At least one pair of friction disks is disposed adjacentlyand alternately to each other between the internal surface of thecylindrical member and a side wall of the supporting member.

Further features and advantages of the invention will readily beapparent from the specification and from the drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic view showing the preferred embodiment of a powertransmission system according to the present invention;

FIG. 2 is an exploded view of a dog clutch forming part of a reversiblegear means according to one embodiment of the present invention;

FIG. 3 is a schematic cross-sectional view of a friction clutchaccording to the present invention; and

FIG. 4 is a graphical illustration showing the relationship between thespeed of an automobile and the speed change ratio of the transmissionsystem according to the present invention.

DESCRIPTION OF THE PREFERRED EMBODIMENT

Referring to FIG. 1, a power transmission system 10 according to thepresent invention is illustrated. The power transmission system 10includes a driver V-belt type speed change pulley P1 integrally mountedwith a shaft S1. The shaft S1 extends from the output shaft of an engineof, for example, an automobile. A driven V-belt type speed change pulleyP2 is integrally mounted with a driven shaft S2 and is disposed oppositethe driver pulley P1. A V-belt B spans between speed change pulleys P1and P2. The pulleys P1 and P2 and belt B comprise a variable speedpulley input drive mechanism 12.

A gear case 14 is mounted on the shafts S1 and S2, respectively throughbearings 16, 18, 20 and 22. The gear case 14 additionally houses aseries of gear systems and a friction clutch which will be describedbelow.

A friction clutch C coacts with the driven shaft S2 and includes aninput-side clutch member C1 and an output side clutch member C2. Theoutput-side clutch member C2 includes a cylindrical intermediate shaftS10 rotatable concentrically about the driven output shaft S2. The endof the cylindrical shaft S10 is rotatably held by the bearing 22provided with the gear case 14.

A gear G1 is rotatable with respect to the cylindrical shaft S10 eitherdirectly or through a bearing 24. When the gear G1 is connected to theshaft S10 through bearing 24, as described above, a gear G1a is coupledto and disposed coaxially with the gear G1, and is engaged with a gearG3a which is coupled to and disposed coaxially with a gear G3. The gearG3 is engaged with cylindrical shaft S10 by a spline or key, such thatgear G3 moves freely in the direction of thrust integrally with shaftS10. This construction enables the power transmission system to beprovided with normal/reverse speed output.

Referring to FIG. 2, gears G1a and G3a may be replaced with a dog clutchconsisting of clutch members G1a' and G3a' which are selectively engagedor disengaged with one another according to the axial position of a yokeY which engages a shoulder 25 in gear G3a' to selectively axiallyposition same.

An intermediate shaft S3 is also provided in the gear case 10. Theintermediate shaft S3 is supported by bearings 26 and 28. Additionally,an output shaft S4 is held in the gear case 10 by bearings 30 and 32.

A gear G2 engages with intermediate shaft S3 via a spline. The torque ofthe cylindrical shaft S10 may be transmitted to the intermediate shaftS3 by the engagement of the gears G1 and G2. A gear G4, coupled to gearG2, is similarly integrally rotatable with respect to the intermediateshaft S3. An idle gear G5 is interposed adjacent and engages the gear G4so that power can be transmitted from gear G3 to gear G4 when the yoke Yengaging the shoulder 25 of gear G3 axially moves gear G3 so that itengages gear G5. In this latter axial position gears G1 and G3 aredisengaged. The gears G1-G5 collectively comprise a reversible gearmeans 33. Accordingly, if gears G1 and G3 are engaged, then the drivenshaft S2 drives the intermediate shaft directly through gears G1 an G2.Alternatively, if the gears G1 and G3 are disengaged, then the drivenshaft S2 drives the intermediate shaft reversely through gears G3, G5and G4, while gear G1 rotates freely.

A pair of gears G6 and G8, differing in the number of gear teeth, arecoupled to one another and are mounted on the intermediate shaft S3 viaa spline. Gears G6 and G8 can thus move freely in the direction ofthrust and rotate with the intermediate shaft S3. Gears G7 and G9 aresimilarly coupled to one another and are splined on the output shaft S4and are disposed adjacent to the gears G6 and G8. The gears G6-G9collectively comprise a multiple speed gear drive output mechanism 34.

The coupled gears G6 and G8 include a shoulder 36 engageable by a yokeY2 to selectively axially position the gears G6 and G8. Accordingly,there is provided a two-step gear transmission. One gear ratio isproduced by the engagement of gear G6 with gear G7 as shown in FIG. 1.The alternate arrangement is produced by the engagement of the gear G8with the gear G9 as a result of the slidable axial positioning of thegears G6 and G8 toward the right caused by the yoke Y2.

Referring to FIG. 3 there is shown a multiple disk friction clutch C tobe used in conjunction with the power transmission 10 according to thepresent invention. The input side clutch member C1 comprises acylindrical member 38 having a terraced surface and mountedconcentrically on and integrally with the driven shaft S2. A spline orkey groove 46 is provided on the extension 48 of the innercircumferential surface of the cylindrical member 38. A sliding member40 forms a pressure chamber 42 inside such cylindrical member 38 and isslidably housed in said cylindrical member 38. Oil or air is drawnthrough a passageway 44 in the driven shaft S2 into the pressure chamber42.

The output-side clutch member C2 includes a supporting member 50 havinga terraced surface that is provided with a cylindrical member 52 and aside-wall member 54. The supporting member 50 is integral with androtatable with the intermediate cylindrical shaft S10. The output-sideclutch member C2 is mounted opposite to the input-side clutch member C1on the driven shaft S2. A spline or key groove 56 is provided on theouter surface of the output-side cylindrical member 52.

A plurality of sets of friction disks 58 include splines or key groovesto engage with the splines or key groove of the cylindrical members 38and 52. Thus, the disks 58 are disposed adjacent and alternately fromeach other between the internal surface of the cylindrical member 38 thesliding member 40 and the outer surface of the cylindrical member 52 andthe side wall 54 of the supporting member 50.

If oil or air is forced into the pressure chamber 42 via the passageway44 then a frictional force is generated between the friction disks 58 toset the clutch "ON", whereby the driven shaft S2 and the intermediatecylindrical shaft S10 of the output-side friction clutch member C2 canbe connected to one another. In the absence of such oil or air pressure,the clutch is set to "OFF" and the driven shaft S2 and the intermediatecylindrical shaft S10 are disengaged.

The friction disks described above are multiple disk-type clutchesconsisting of a plural number of sets of friction disks 58, but this maybe replaced with a single disk clutch.

Alternatively, the friction clutch C may be replaced with other types ofclutches such as fluid coupling clutches, electromagnetic clutches anddrive fluid coupling clutches. Preferrably, the clutch is of the typewhich permits a certain degree of slippage in order to absorb the shockcaused by the engagement and disengagement of clutch members.

The construction of the speed change pulley, clutch, gears and the likedisposed in such a manner as described in this embodiment is the mostpreferred and typical embodiment of the present invention as most belttransmission systems carry out speed changes utilizing speed changepulleys.

The arrangement of constituent portions of the power transmission otherthan that described in the above embodiment may be adopted to such caseswhere the speed change can be carried out quickly while the speed changepulley is rotated by force of inertia.

The arrangement of constituent members according to the presentinvention is not limited to the aforementioned embodiment. The object ofthe present invention can be obtained by providing a construction inwhich a power transmission system according to the present inventioncomprises at least a pair of belt speed change pulleys, clutches andspeed change members by which speed change by more than two steps can beperformed and these members are arranged in series so as to befunctional and the speed change members, such as gears, for enabling thespeed change by stages are disposed at the position of the output sideand with respect to the clutch so that speed change members can beeasily operated. Modifications of the embodiment of the presentinvention will be described hereinafter.

(a) A driver V-belt type speed change pulley is disposed in on outputshaft of an engine. A driven speed change pulley is disposed at a drivenshaft opposite to the driver pulley. The driven shaft is connected tothe input shaft of a friction clutch. The output shaft of the clutch isconnected to the input shaft of a reversible gear mechanism which has anoutput shaft connected to the input shaft of a subtransmission systemhaving a two-step gear ratio. An output is obtained from the outputshaft of the subtransmission system.

(b) In the arrangement described in the embodiment (a) above, the outputshaft of the friction clutch is connected with the input shaft of thesubtransmission system having the two-step gear ratio. The output fromthe subtransmission system is connected to the input shaft of areversible gear means. An output is obtained from the output shaft ofthe reversible gear means.

(c) The extension of an output shaft of an engine is connected to theinput shaft of a friction clutch. A driver speed change pulley isdisposed on the output shaft. A driven speed change pulley is disposedon a driven shaft opposite to the drive side pulley. The driven shaft isconnected to the input shaft of a reversible gear means, which has anoutput shaft connected to the input shaft of a subtransmission systemhaving a two-step transmission gear ratio. An output is obtained fromthe output shafttto the subtransmission system.

(d) In the arrangement described in the embodiment (c) above, the drivenshaft is connected to the input shaft of the subtransmission systemhaving a two-step transmission gear ratio. The output of the two-steptransmission gear ratio is connected to the input shaft of a reversiblegea means. An output is obtained from the output shaft of the reversiblegear means.

With respect to the foregoing embodiments, it is conceivable that,according to the present invention, the constituents of the powertransmission system such as a V-belt transmission, clutches and gearswhich constitute the power transmission system and stages may becontained separately in individual housings instead of being containedin a common housing. Accordingly, the constituent components areconnected to each other in series functionally by conventional powertransmission means known in the art such as shafts, gears, and belts.However, the distances between such constituent components may beincreased considerably, or an intermediate shaft may be used dependingon the layout of the automobile, agricultural machine, ship, industrialmachine, or other type of device which the power transmission systemaccording to the present invention is utilized on. Thus, when theabove-described arrangement is utilized, the desired power transmissionfunction can be obtained through the combination of the speed changeratio of the V-belt transmission system and the gear transmissionsystem, according to the speed change range of the V-belt transmissionsystem.

Where the reduction ratio of gears for normal/reverse revolution isdisregarded, and the variation range of speed change ratio of V-belttransmission system is given as

    R.sub.1 -R.sub.2  R.sub.1 <R.sub.2 ;

the transmission gear ratios of two-step transmission by geartransmission systems are given as

    R.sub.3 and R.sub.4  (R.sub.3 <R.sub.4); and

the values selected for R₃ and R₄ are ##EQU1## the total range of speedchange ratio is relatively small, but in the variation range of speedchange ratio given below as

    R.sub.1 R.sub.3 -R.sub.2 R.sub.4,

there is no discontinuity in the variation of speed change ratio at all.Consequently, a shockless power transmission system is provided whichcan be free of any shock even when friction clutch C in theaforementioned gear transmission system is set to ON for low speed/highspeed switching.

Furthermore, when, instead of aforementioned ##EQU2## the values whichcan satisfy ##EQU3## are selected, a discontinuous speed change, i.e.one wherein there is non-overlapping of the speed ranges, occurs at thetime of low speed/high speed switching, but a wide variation range withspeed change ratio can be obtained overall.

Consequently, in a typical application, the relationship between R₃ andR₄ should be determined depending on the use and purpose of the proposedpower transmission system. In applying the power transmission systemaccording to the present invention to automobiles, where ##EQU4## isdesirable to select

    1<K<1.7, and more preferably

    1.3<K<1.55

Applicant has conducted a test using a power transmission systemaccording to the present invention mounted in an automobile. In thistest, the aforementioned value of K was varied. The result of this testindicated that where the value of K is less than 1.55 the shock whichfrequently occurs due to the acceleration at the time of low speed/highspeed switching was not evident. Conversely, when the value of K isgreater than 1.55 a slight shock may be observed. As long as the valueof K remained no greater than 1.7 the shock felt is no larger than inthe case of an automobile equipped with a manual type powertransmission.

The power transmission system according to the present invention will beconsidered in the following comparison example where the arrangement ofthe power output mechanism is arranged as described in modification (a)above and the case where a power transmissions system is designed usingonly the belt transmission system previously known in the art.

The above comparison is made under the following conditions:

    ______________________________________                                        Max. torque of engine                                                                      10     kg-m/3600 r.p.m. (Engine)                                 Torque while running                                                                       8      kg-m/6000 r.p.m. (Engine)                                 at high speed                                                                 Weight of belt                                                                             1.2    kg/m                                                      Allowable tensile                                                                          380    kg/piece (allowable belt width)                           force of belt                                                                 ______________________________________                                        (a)   System according to the present invention                                     Speed change ratio by belt transmission                                                               2.239                                                 system                                                                        Speed change ratio by gear transmission                                                               1.8                                             (b)   System for comparison                                                         Speed change ratio by belt transmission                                                               4.03                                            ______________________________________                                    

Under the above-mentioned conditions, when allowable tensile force isgiven as σ (kg), belt speed as v (m-sec), load as H (ps), belt weight asW (kg/m), coefficient of dynamic friction of belt as μ, and contactangle of belt engaged with a small pulley as θ (The weight of beltshould be one where the width of belt is largest), ##EQU5##

When the values at top speed are substituted for the above equation, thefollowing equation is obtained. ##EQU6## where, g represents theacceleration of gravity. ##EQU7## In this case, allowable belt speed canbe expressed as v=42 m/sec. Allowable pitch diameter D on the drive sidecan be expressed as ##EQU8## In this case, according to the presentinvention, the effective pitch diameter of the driver speed changepulley at maximum torque is ##EQU9## The speed change ratio in the casewhere only a belt transmission system is used is ##EQU10##

The maximum tensile force acting on belt at maximum torque in the systemaccording to the present invention can be expressed as ##EQU11## In thecase of the comparison system, ##EQU12## The system according to thepresent invention satisfies the requirements for allowable tensileforces for the belt both at maximum torque and at the top speed shown inTable 1. In the case of the conventional belt power transmission system,however, effective pitch diameter becomes too small due to the fact thata large speed change ratio is required. Consequently, the maximumtensile force acting on the belt substantially exceeds its allowabletensile force, and as such, the system for comparison cannot be put intopractical use.

More particularly, in the comparison system, when the effective pitchdiameter is larger than 66.6 millimeters, the effective pitch diameterat the top speed increases because of the speed change ratio, whichcauses the increase in the centrifugal force of the belt, which causes atensile force larger than the allowable tensile force to be applied tothe belt. Thus, as countermeasures against such problems, the weight ofthe belt must be reduced without sacrificing the lateral rigidity of thebelt, so that there is a certain limit for the reduction of belt weight.As apparent from the foregoing comparison, with a power transmissionsystem according to the present invention the effective pitch diameterof a driver belt at maximum torque can be made larger, and the effectivepitch diameter of the drive-side belt at the high speed can be designedsmaller than the conventional systems, so that the size of the systemcan be designed to be smaller and more durable.

                  TABLE 1                                                         ______________________________________                                                                Present                                               Item   Type of system   invention Comparison                                  ______________________________________                                        At     Effective pitch diameter                                                                       φ89.4 mm                                                                            φ66.6 mm                                maximum                                                                              of drive-side V speed                                                  torque change pulley                                                                 Maximum tensile force                                                                          341 kgf   431 kgf                                            acting on belt                                                         At top Effective pitch diameter                                                                       φ133.7                                                                              φ133.7                                  speed  of drive-side V speed                                                         change pulley                                                                 Circumferential speed                                                                          42 m/sec  42 m/sec                                           of belt                                                                       Centrifugal tensile force                                                                      216 kgf   216 kgf                                            belt                                                                          Maximum tensile force                                                                          380 kgf   380 kgf                                            acting on belt                                                         ______________________________________                                    

According to the power transmission system of the present invention (1)by combining the V-belt transmission system with the gear transmissionsystem, speed change range of the V-belt transmission system can bereduced by an amount that can be compensated by the gear transmissionsystem to the total necessary speed change ratio. The effective maximumdiameter of a pulley for a belt engaged with the pulley of the beltwhich is liited by the allowable maximum circumferential speed of thebelt can be increased, whereby the durability of the belt can beincreased. The travel distance of the belt at the time of speed changeoperation can be reduced, thereby improving the response of the belt atthe time of speed change. (2) When the V-belt transmission system, thegear transmission system and the clutch are combined, kickdown andkickup functions used in the automatic transmission systems known in theart installed in automobiles can also be provided by the systemaccording to the present invention.

Referring to FIG. 4 a graphic illustration of the above is shown. Moreparticularly, the curve of FIG. 4 illustrates the relationship betweenthe speed of an automobile in which its wheels are rotated through theoutput shaft of the transmission system according to the presentinvention, a propeller shaft and a differential, and the function of thetransmission system according to the present invention.

In this example, the speed of the automobile is increased from points Ato B when the automobile is accelerated from starting point A with thefriction clutch on. The friction clutch is set to off at point B. Whenthe transmission gear system is shifted to the high speed side betweenpoints B and C, and the friction clutch is set to on, the kickup effect,corresponding to the increment of transmission gear ratio, can beobtained between points C and D. Thereafter, the automobile acceleratesfrom points D to E and simultaneously the belt transmission is shiftedto a higher speed. If rapid acceleration from point E is required, thiscan be accomplished by what is known as the kickup effect which isprovided where the friction clutch is set to off at point E to shift thebelt transmission to an even higher speed and the gear transmission isset to the lower speed, and the friction clutch is set to on to increasethe speed of the engine. The speed accelerates rapidly from points G toH and the friction clutch is set to off at point H where the rapidacceleration is terminated, and the gear transmission is shifted to thehigher speed and the belt transmission is shifted to a lower speedbetween points H and I. Thereafter, the friction clutch is set to on,and the automobile speed is shifted from the necessary middle-high speedto a lower speed between points J and K. The friction clutch is then setto off at point K. The gear transmission is shifted to the lower speedbetween points K and L. When the friction clutch is set to on betweenpoints L and M, the engine break is functioning. The engine break isutilized from M to N before the automobile is brought to a stop. In sucha system, what is called kickdown effect is displayed in the last stagefrom point L to M.

Thus, the system according to the present invention provides a powertransmission system which enables an automatic drive system in whichfuel consumption is lower and in a smaller space than is required in aconventional system.

We claim:
 1. An adjustable speed transmission comprising:a variablespeed pulley input drive mechanism having a variation range of speedratio between the values R₁ and R₂, wherein R₁ is less than R₂ ; a twospeed gear drive output mechanism having respective gear ratiosrepresented by the values R₃ and R₄, wherein the R₂ R₃ <R₁ R₄ ; aselectively engageable clutch having an input portion driven by saidinput drive mechanism, and an output portion; and reversible gear meansdriven by said clutch output portion for selectively driving saidmultiple speed gear drive output mechanism(a) directly from saidvariable pulley input drive mechanism wherein output speed from saidmultiple gear drive output mechanism varies over two non-overlappingspeed ranges or (b) reversely therefrom.
 2. The adjustable speedtransmission of claim 1 wherein said input drive mechanism includes adriver pulley and a driven pulley, each of said pulleys comprising anadjustable speed pulley.
 3. The adjustable speed transmission of claim 1wherein said clutch comprises a friction clutch.
 4. The adjustable speedtransmission of claim 1 wherein said output portion of the clutchincludes an intermediate shaft and said reversible gear means includes adriver portion rotatable with said intermediate shaft.
 5. The adjustablespeed transmission of claim 1 wherein said output portion of the clutchincludes an intermediate shaft and said reversible gear means includes adriver portion axially movably and rotatively fixedly mounted to saidintermediate shaft.
 6. The adjustable speed transmission of claim 1wherein said input drive mechanism includes a driven output shaft andsaid input portion of the clutch is rotatively fixed to said drivenoutput shaft.
 7. The adjustable speed transmission of claim 1 whereinsaid input drive mechanism includes a driven output shaft and said inputportion of the clutch is rotatively fixed to said driven output shaft,said output portion of the clutch includes a cylindrical intermediateshaft rotatable concentrically about said driven output shaft, and saidreversible gear means includes a driver portion rotatable with saidintermediate shaft.
 8. The adjustable speed transmission of claim 1wherein said reversible gear means includes a first gear continuouslymeshed with the multiple speed gear drive output mechanism, a secondgear, and means for causing said second gear to selectively (a) drivesaid first gear for driving said output mechanism in a first rotationaldirection, or (b) drive said output mechanism directly for driving saidoutput mechanism in a second rotational direction opposite to said firstdirection.
 9. The adjustable speed transmission of claim 1 wherein saidinput drive mechanism comprises an infinitely adjustable mechanism. 10.The adjustable speed transmission of claim 1 wherein said input drivemechanism comprises an infinitely adjustable mechanism.
 11. Theadjustable speed transmission of claim 1 wherein said clutch comprises afriction clutch having an input-side clutch member comprising acylindrical member having a terraced surface and mounted concentricallyon and integrally with a driven shaft, a sliding member housed in saidcylindrical member and forming a pressure chamber with the terracedsurface, an output-side clutch member comprising a supporting memberwhich is mounted opposite to said input-side clutch member and includingan intermediate shaft rotatable concentrically about the drive shaft,and at least one pair of friction disks disposed adjacently andalternately to each other between the cylindrical member and a sidewallof the supporting member and at the outer face of a cylindrical portionof the supporting member.
 12. The adjustable speed transmission of claim1 wherein the values R₁, R₂, R₃, and R₄ are selected so that:

    (R.sub.1 R.sub.4)/(R.sub.2 R.sub.3)=K,

And K is selected to be in the range of 1<K<1.7.
 13. The adjustablespeed transmission of claim 12 wherein the value of K is selected suchthat 1.3<K<1.55.